Electric lighting of railway-trains



(No Model.)

. 4Sheets-Sheet1. 0. E. BUELL,

ELECTRIC LIGHTING 0P RAILWAY TRAINS.

WITNESSES Patented Nov. 30, 1886 'l I l I I INVENTO I W W [QATTORNEY (No Model.) 43116633411333 2.

3 O. B. BUELL ELECTRIC LIGHTING 0F RAILWAY TRAINS. No; 353,349. Patented Nov. .30, 1886.

WITNESSES AQATTQRNEY N. awns. PhulmLilhogmplmr. wnsnm wu, n. cy

(No Mddel.)

4 Sheets-Sheet 3. G. E. BUELL' ELECTRIC LIGHTING 0T RAILWAY TRAINS. No. 353,349.

Patented N0v.- 3 0 NVENTOR.

i/flwa Mu WITNESSES N. PETERS Phomuum wmmr. Washinglon. n c.

(No Model.) 4 Sheets-Sheet 4-.

G. E. BUELL.

ELECTRIC LIGHTING 0F RAILWAY TRAINS.

/ Baimadlm 30, 18am 5 UNITED STATES CHARLES E. BUELL, or NE PATENT CEricE,

TV HAVEN, CONNECTICUT.

ELECTRIC LIGHTKNG CF RAILWAY-TRANS.

$PECHICATION forming part of Letters Patent No. 353,3e9, dated November 30, 1886.

Application filed August 9,1852.

T0 aZZ who/2t it may concern.-

Be it known that 1, CHARLES E. BUELL, of New Haven, in the county of New Haven and State of Connecticut, have invented certain new and useful Improvements in the Electric Lighting of Railway-Trains; and I do hereby declare the following to be a full, clear, and exact description of the same, reference being had to the accompanying drawings, forming part of this specification, and to the figures and letters of reference marked thereon.

My invention has for its object to improve the existing modes of lighting railway-trains by the direct current of an electrical generating-machine mounted upon the train itself, in such manner as to enable the lamps to be maintained, whether the locomotive-engine be connected or detached from the train, and whether the train be in motion or not.

To this end my invention consists in the combination, with the train and its electric lamp circuit, including lamps, of an air-compressing apparatus arranged upon the loco motive, an air-holder arranged upon one of the cars, a motor, and an electrical generatingmachine for supplying the lamp-circuit, also on said car, with suitable connections between the compressor and the air-holder and the air holder and the motor, whereby the motor is enabled to be driven from the ainholder, Whether the locomotive carrying the comprcssor be connected to the train or not.

It further consists in the combination, with the train and its electric-lamp circuit, includ ing lamps, of an air-compressor on the locomotive, an air'holder, motor, and electrical generating-machinc, mounted on a separate vehicle of the train, with suitable connection between the compressor, air-ho1der,motor,and electrical generating-machine, and a steampipe between the locomotive-boiler and the motor, whereby the motor is adapted to be run either by steam taken directly from the locomotive or by compressed air taken from the air-holder, whether the train be at rest or in motion, and is also adapted to be run by the air in the air-holder when the locomotive is detached from the train.

In the accompanying drawings, Figure 1 represents a locomotive-engine and an attached baggage-car, the former carrying the air-coin- Serial No. (38,862. (No model.)

cylinder supplied by a steam-pipe, a, and B the compressingcylinder of an ordinary aircompressing apparatus, such as usually employed upon a locomotive in a railway airbrake system.

, C is a pipe leading from the cylinder B to a tank or holder, D, and having a valve, E, which can be opened or closed at pleasure.

F is a. pipe leading from the air-holder D through the train, and serving as the conduit for the compressed air employed to operate the brake system. This pipe has flexible sections and couplings between the several vehicles of the train, and admission of compresscd air into it is controlled by a suitable valve, G, whose stem H extends up into the engineer s cab.

Connected to the pipe C is another pipe, I, which is adapted to be opened and closed by a valve, J, and extends from pipe C through a valve, J, into an air-holder, preferably an extensible holder, K, located on the baggagecar. Suitable flexible sections and couplings between the vehicles are applied to this pipe I similar to those employed on the pipe of the brake system. The holder K is provided with a safety-valve, L, and pressureindicator M, and from it extends a pipe, N, containing a valve, N, to an engine or motor, 0, adapted toruuby either steam or air. MotorO in turn drives a dynamoelectrical machine, 1?, which is adapted to charge a lamp-circuit, Q Q, extending throughout the train, with couplings R between the several vehicles, and containing electriclamps 53,01 any approved construction.

A switch, T, is normally included in the lightcircuit, but may be turned to a contact,

U, when it is desired to place the machine upon a developing-circuit, as will be readily understood.

Extending from the locomotive directly to the motor 0 is a steainpipe, V, the passage of steam through which is controlled by a valve, NY.

When the locomotive is coupled to the train,t-he air-holder K can be kept full of compressed air by the operation of the compressor upon the locomotive, and the motor 0 can be supplied from said holder; or the holder K may be kept full of compressed air and the motor run directly by steam supplied through the pipeV, communication between the holder K and motorbeing in this latter case of course cut off by the valve N. The motor and the dynamo connected to it can thus, it will be seen, be operated so as to charge thelamp-circuit,whether the train be at rest or in motion. Upon the disconnection of thelocomotive from the train, however, a valve, V", in the steaminduction pipe is closed, as is also the valve J in the air-pipe leading to the air-holder K, and the compressed air in the holder is utilized to run the motor by the regulation of the valve N in the pipe between said holder and motor. The holder is preferably extensible or telescopic, and as the air is withdrawn from it the weight of its sliding section operates to preserve a uniform pressure upon it.

Instead of employing the same air-compressing apparatus that is employed in connection with the air-brake system, a separate apparatus may be mounted upon the locomotive.

A modification of the equipment of the baggagecar is shown in Fig. 2. In said figure a single pipe, Z, is adapted to convey either compressed air or steam from the locomotive to run a combined motor and air-compressor. The valve 0 being closed and the valve (1 being opened, the steam or air is admitted to the cylinder e, and the piston of the latter, through the pitman and gearing shown, drives the pulley f, to which the dynamo is belted, as well as the piston in an air-compressing cylinder, 9, and the air compressed in the latter is conveyed through a pipe, h, containing a valve, i, into the air-holder K. In this way the surplus power of the air or steam brought through the pipe I) over and above that required to drive the dynamo is stored in the holder K, and can be utilized to run the motor, when the locomotive is detached from the train, by closing valves i d and opening valve 0.

A further modification of my invention is shownin Fig. 8, wherein the independent motor employed upon the car for driving the dynamo j consists of an ordinary Brayton gasengine, k. For the purpose of economy of space within the car, and to avoid the odor of gasoline employed, I arrange the gasolinetank Z and the air-holder m outside of the car, as shown. The lamp-circuit and connections shown in this figure are substantially the same as those shown in other figures. The air may be stored in the holder upon the car by means of an air-compressing engine operated by a wind-wheel arranged upon the car and adapted to be put in motion by the movement of the train in either direction, as shown in my application for patent filed August 4, 1882.

The advantages of employing an independent motor by which the dynamo can be caused to maintain the lamps when the' loco1notive is detached from the train, and independent of the movement of the train, have been alluded to hereinabove; but there are other special advantages in using compressed-air motorsnamely, the comparative cleanliness of them, the small amount of space which they occupy, and the freedom from the danger of fire should the cars become derailed and overturned.

I have shown the compressing devices and motors in a relatively larger scale than is observed in practice in order that their construction might be better understood.

For the purpose of preventing damage in case of the accidental short-circuiting of the machine from any cause, I preferably unite the conductors of the circuit at one or more points by joints of solder fusible at a t t re of 140 to 160, as shown at z z e V d 4.

Any rise of temperature in the conductors of the circuit within the limits mentioned due to the short-circuiting of the machine or to the rise in the temperature of the atmosphere of the car will cause the solder to melt and the circuit to be broken.

Having thus described myinvention, I claim as new- 1. In a system of electric lighting for railway-trains, the combination,with the train and its electric-lamp circuit,inc1uding lamps, of an air-compressing apparatus arranged upon the locomotive, an air-holder arranged upon one of the cars, a motor, and an electrical generating-machine for supplying the lamp-circuit, also on said car, with suitable connections between the compressor and the air-holder and the latter and the motor, whereby the motor is enabled to be driven from the air holder, whether the locomotive carrying the compressor be connected to the train or not.

2. Ina system of electric lighting for railway-trains, the combination,with the train and its electric-lamp circuit, including lamps, of an air-compressor on the locomotive, an airholder, motor, and electrical generating-machine mounted on a separate vehicle of the train, with suitable connections between the compressor, air-holder, motor, and electrical generating-machine, and a steam -pipe between the locomotive-boiler and the 4 motor, whereby the motor is adapted tobe run either by steam taken directly from the locomotive or by compressed airtaken from the air-holder, whether the train be at rest or in motion, and is also adapted to be run by the air in the airholder when the locomotive is detached from the train, substantially as described.

3. The combination, with a railway-train, of an electric circuit thereon, including translating devices,adynamo-electric machine for suppressing apparatus, an air-holder charged by plying said circuit, and a motor for driving the aineonipressing apparatus, an air-motor said dynamo, a cnmpressed-air holder, and a operated by air from the holder, and an elecmeans of communicating between the airtricalgenerating-machine operated-by the 1110- I5 5 holder and a motor and a pipe connecting the tor, and an electric circuit containing electric locomotive-boiler with the motor, whereby the lamps fed by the generator, substantially as motor can be run either by the steam from the described.

boiler or by compressed air from the holder, CHARLES E. BUELL. substantially as described. WVitnesses: IO 4. The combination, with a railway-train FRED F. OHUROH,

and mounted upon the same, of, an air-cont XV. C. JIRDINSTON. 

